Coded track circuit signaling system



Feb. 22, 1944.

N. D. PRESTON CODED TRACK CIRCUIT SIGNALING SYSTEM Filed July 16 1942 8 Sheets-Sheet 1 llllll R .TBL

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Feb. 22, 1944. N D. PRESTON CODED TRACK CIRCUIT SIGNALING SYSTM 8 Sheets-Sheet 4 Filed July 16 1942 www@ Feb. 22, 1944.

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Feb. 22, 1944. N. QPRESTON 2,342,488

CODED TRACK CIRCUIT SIGNALING SYSTEM Filed July 16, 1942 8 Sheets-Sheet 5 nf-g, ad mi 'Ani I 3 o0? INVENToR I LL Fel` 22. 1944. N. D. PRESTON CODED TRACK CIRCUIT SIGNALING SYSTEM Filed July 1e 1942 I 8 Sheets-Sheet '7 Il .l

Fell 22, 1944. N. D. PRESTON CODED TRACK CIRCUIT SIGNALING' -SYSTEM Filed July 1e, 1942 8 sheets-sheet 8 UW@ i '.IIIIIIIIIIIIAIIIIIIIJ Patented Feb. 22, 1944 GUIDED TRACKL CIRCUIT SIGNALING SYSTEM.

Neil D. Preston, Rochester, N. Y., assigner to General Railway Signal Company, Rochester,

Application :any 1c, 1942, serial No. 451,151

(ci. 24e-s) 32 Claims.

This invention relates to signal control systems ior railroads and it more particularly pertains to centralized traic control systems in which the automatic control of the signals in the field is accomplished by coded track circuits.

The system of the present invention is or ganized so that the signals at the ends of the passing sidings of a single track railroad yare subject to manual control from a control office with such manual control Aalsobeing dependent upon automatic signal controls effected by track circuit codes transmitted through the track rails in accordance With traiiic conditions in advance.Y The apparatus associated with each end of a passing siding is said to constitute a eld station. and all of the iield stations are connectedjbya code type communication system with the central control oiiice. Although communication canr be maintained between the 'control oce and the respective eld stations by direct Wire control, it is generally preferable from the standpoint of saving line Wires that the communication system be of the coded type such as isdism closed, for example, in the patent to Judge et al.,r

Patent No. 2,082,544, dated June 1, 1937, or in the patent to Hailes etV al., Patent No. 2,259,561, dated October 2l, 1941.

Aside from the line Wires used for the code type communication system connecting the iield stations with a central omce, the automatic sig-v nal controls are accomplishedentirelyby coded track ycircuits over the track rails of the railroad. In brief, the various stretches of track are divided into insulated track sections or coded track circuits. Each track section is provided with means at one end for transmitting driven codes over the rails of that section toward the oppositeendwith suitable means at the other end of such section for distinctively responding to the different driven code rates. These-driven codes com# prise a succession of impulses separated by pe riods of deenergiz'ation which are conveniently termed off periods, and the driven code impulses are transmitted at different rates in ac- I are received at the opposite-end or the track section. The apparatus for applying these -n' verse code impulses is controlled by the means responsive to the driven codes in such a WayA that the inverse code impulses -aresynchronized with the driven code impulses and thus are of the same rate. In'this connection; it 'is to be understood that the coded track circuits may be so organized as to have driven codes in either direction at different times as determined in accordance With the conditions of traffic as willr be explained in detail hereinafter. This is necessary inasmuch as traliic on a'fsinglev track railroad must travel in both directions. Y

One object of the present invention is to govern the direction of code transmission in the various vtrack sections in such a-manner asto have'the proceed indications ofthe signals in each established route always dependent upon driven code transmission through the track rails from the exit end of the route, such direction of driven code transmission being automatically established upon the reception ot the manual signal control transmitted over 'the code type communication system from the control oice to theproper eld station.

Another object of the' present invention is to organize the system so that the direction of driven code transmission in the rear of a train will automatically return to a normal or prevailing direction of transmission dependent, of course, upon the manual control exercised by an operator from the central control office. 'This prevailing direction for each track section is so` selected and related to the manual control as to require the reversal of driven codefin arminimum number of track sections in order to effect the clearing of the signals forthe desired route.y

A further object of the 'invention is to arrange the system so that the transmission of a manual lcontrol from'the central oflice to' eliec't the clear'- ing of a signal at a particular iield station will kso ract as to cause the codedtrack circuit apparatus to. permit the clearing of that signal dependent upon traiiic conditions Without requiring an additional cycle of operation over the clearing any particular signal.

the proper control of the Wayside apparatus for Another object'of the present invention is tov allow a change in the direction of driven code transmissionin an endsection of afstretch of single track to' take place; only thereis vno route established for a` train having' al signal cleared dependent upon the driven code of such end-section. Such object is fulfilled, for example, by transmitting an inverse code in an end-section when it is desired to maintain a given direction of driven code transmission in such track section, and thereby render ineffective any attempt by an operator at the control oilice to change the direction of driven code transmission in that end-section.

Another object of the present invention is to establish a normal or prevailing direction of driven code transmission in the intermediate track sections of a stretch of single track between two passing sidings, such direction being automatically reversed as required upon the communication from the control office of a signal control for the clearing of a signal governing entrance to said stretch.

In a single track railroad passing sidings are located at selected intervals. Each passing siding has a stretch of main track conveniently termed a siding section and also a stretch of track conveniently termed the turnout or side track. Ordinarily, the side track is not track circuited but in order to-obtain proper operation of the signaling system the main track or siding section must have track circuit control. In accordance with the present invention, the siding section of each passing siding is provided with a prevailing direction of driven code for train movement in one direction which driven code may be reversed for train movement in the opposite direction. However, the system is so organized as to prevent this reversal of direction of the prevailing driven code if such siding section is included in a route established for a train movement. This is accomplished by the use of an inverse code being transmitted through the siding section.

Other objects, purposes and characteristic features of the present invention will be in part obvious from the accompanying drawings and in part pointed out as the description of the invention progresses.

In describing the invention in detail, reference will be made to the accompanying drawings in which corresponding reference characters are used to designate corresponding parts throughout the various gures, in which like letter reference characters are used to designate parts having similar features and functions, such parts being generally made distinctive by reason of preceding numerals indicative of the particular locations or functions with which such devices are associated, and in which:

Fig. 1 shows diagrammatically the general organization of one embodiment of the present invention including the general organization of a line circuit code type communication system connecting the respective field stations with the control oiiice, and including a diagrammatic showing of the conditions of driven and inverse code transmission in the coded track circuits under normal conditions;

Figs. 2A through 2N (letter I omitted) illustrate diagrammatically conditions of track circuit code transmission which prevail under various typical traiiic conditions for both directions of traffic;

Figs. 3A through 3C when placed end-to-end respectively illustrate the organization of coded track circuit apparatus used for the control of signals associated with a stretch of single track extending between two passing sidings; and

Figs. 3D. and 3A when placed end-to-end reacca-ree spectively illustrate the organization of coded track circuit apparatus used for the control of entering signals associated with the respective ends of a. passing siding.

For this embodiment of the present invention, signals will be considered as being entering signals or leaving signals with respect to the passing siding with which they are associated. Thus, a leaving signal or head-block signal governs passage of a train into a stretch of single track extending between passing siding, while an entering signal governs train movements into the siding section or onto the side track.

Various circuits and devices constituting this embodiment of the present invention have been shown diagrammatically for the purpose of simplifying the illustration and facilitating in the explanation of the present invention, rather than for the purpose of showing the specic construction and arrangement of such circuits and devices that would be employed in practice. Thus, the various relays and their contacts are illustrated in a conventional manner and symbols are used to indicate connections to the terminals of batr teries or other sources of electric current instead of showing all of the wiring connections to such terminals.

f The symbols (-1-) and are employed to indicate the positive and negative terminals respectively of suitable batteries or other sources of direct current, and the circuits with which such symbols are used always have current flowing in the same direction. The symbols (B+) and (B-) may be used to designate respective positive and negative terminals of a battery having a center tap (CN), and the circuits with which such symbols are used have current flowing in one direction or the other dependent upon which of the battery terminals is used in combination with the center terminal (CN).

In order to simplify the description of the present invention reference is made from time to time to functions common to all parts of a similar character by use of the letter reference characters common to such parts without their preceding numerals. Itis to be understood that such a reference applied to any parts designated in the drawings by reference characters that are similar except for numerals associated therewith.

Track layout-With reference to Fig. 1, the track layout of this embodiment of the present invention is illustrated as comprising a stretch of single track having passing sidings A and B associated therewith so as to include a stretch of single track having several track sections between the two passing sidings. Each end of each of the passing sidings is connected to the main track by a spring switch mechanism as illustrated for the track switch 3W in Fig. 3A. The track switch 3W is normally positioned for main track movements, but can be hand operated to a reverse position for train movements onto the side track. The switch is provided with a spring and dash-pot arrangement SWS which gives it a bias to the position for which it is set, but permits it to be trailed in the opposite position. This is the usual arrangement for spring switches. It is preferable for safety purposes that the spring switches be provided with facing point locking mechanisms such as is shown, for example, in the application of O. S. Field, Ser. No. 368,034, filed November 30, 1940.

- Short detector track sections are provided at each end of each of the passing sidings for each .of the spring switches such, for' example, as the track section 4--5'1 associated with the track switch 3W, EachA ofthe detector track sections hasa track circuitof the steadily energized type normally employed in practice.

The signals provided for governing the passage of trains in both directions over each of the track switches are subject to manual control from the control office, and therefore such signals are normally at stop. The arrangement of the signals at each end o-f each of the passing sidings is in accordance with the usual practice, the signals 5A and 5B, for example, being provided for governing Westbound traic (to the left) through the track section 4-5T, and the signals 4A and 4B being provided for governing eastbound traffic (to the right) through the track section 1 -5T.r The signal 5B is what may be conveniently termed a take siding signal inasmuch as it is illuminated only when the train is to stop and have a trainman operate the switch to the reverse position so that the train can then proceed onto the side track. Automatic intermediate signals are provided for governing traiic in each direction thro-ugh the stretch of single track between the sidings A and B, the signals B and 8 being provided for governing eastbound traffic, and the signals 'I and 9 being provided for governing westbound traffic.

The signals illustrated invthis embodiment of the present invention are of the color light type having individual color lamp units, but it is to be understood that othertypes of signals such as Search light, semaphore, and position light signals can as well be employed. rhe signal indications are displayed in the usual manner, a red indication being employed for danger or stop, a yellow indication for caution, and a green indication for clear.

For convenience in illustrating the indications displayed by the various signals, and the conditions ofthe apparatus for controlling such signais, symbols have been used in the diagrams of Fig. l and Figs. 2A through 2M comparable to the various positions of the 'arm of a semaphore signal. In these diagrams, certain of the signal arms have been shown heavy to indicate when the signal lamps are illuminated, and certain of the signal arms are shown relatively light to indicate the condition of the apparatus for providing an indication but to indicate that such signals do not actually display indications under the assumed conditions. `The signal `symbols thus employed are to be considered as indicative of signal indications rather than of a particular type of signal.

Aside from the steadily energized detector track sections for the various track switches, the trackway is divided into track sections so as to provide a siding section rl-5T' associated with the passing siding A, and a track siding section lil--IST associated with the passing siding B. The track extending between the passing sidings A and B isy divided into track sections -fIT, 6--9T, and

S-i iT. Each of these track sections is provided with coded track circuit apparatus for the transmission oi controls in either direction.

t is to be understood, and it will be readily apparent as the description progresses, that the present invention is applicable to most trackways to be encountered in practice; for the installation of a centralized trailic control system, the conditions disclosed in this embodiment of the present invention with respect vto a particular portion of trackway being. typical ofV conditions that can be applied in Whole or in part to track layouts having a dilerent arrangement of signals, and a diierent number of track sections extending between passing sidings..

Communication system.-Inasmuch as the present invention is adaptable for use with most communication systems for centralized traffic control commonly known to those skilled in the art, the details of a line'circuit code type com-A munication system connecting the control office with the respective fleld stations has not been shown. A system has been illustrated diagrammatically, however (see Fig. l), where control and indication line circuits connect the apparatus at a control oiiceV CO with the apparatus at the respective eld stations. Nos. 2, 3, 4 and 5. The communication system thus indicated can correspond to that disclosed in detail in my prior application Ser. No. 439,520, filed April 18, 1942, and specifically described inthe above mentioned patent to Judge et al., Patent No. 2,082,544, dated June l, i937.

The control office apparatus of such code type communication system comprises a track diagram on a control panel corresponding to the trackway in the iield for which the system is provided along which are disposed switch and signal control levers for the respective field stations for manual designation of switch and signal controls to be communicated to the respective field Stations. Responsive to the positioning of the levers for the clearing of a signal governing traffic over the track switch at one end of a passing siding, the system can be initiated into a control cycle of operation for communication of the Controls thus designated to the eld station for which lsuch controls are intended. The impulses transmitted during the control cycle form a composite code, the rst portion of which selects a particular field station to receive the controls, and the last portion of which is used for the communication of the particular controls which have been se'- lected for transmission.

At each of the lield stations, code receiving apparatus is provided so as to causeeach stationY to receive switch and signal controls communicated from the control ollice only' if such station has been called by the station selecting portion of the control cycle. The reception' of switch and signal controls at each of the field stations causes the distinctive conditioning of switch and signal' ccntrol relays at such station such, for example, the relays 3W`Z, LD, 4RD, and 3R. shown; in Fig. 3A for ield'station No. 3. The polar relay 3WZ replaces the normal and reverse neutral relays WN and WR which were shown in my prior application Ser. No. 439,520, led. April 18, 1942, but a corresponding WZ relay is shown in the above mentioned Judge et. al. patent, No. 2,082,544, dated June 1, 1987.

The relay SLD is picked up when a control n; communicated from the control oiice for the clearing of signal 5A or signal 5B for governing gized with a particular polarity upon the reception of a code at field station No. 3 for the selectionl of the normal position of the track switch SW, and it is energized with the opposite polarity when a control is received from the control office for selecting the reverse position.

The line circuitcode type communication system connecting the control oiiice and the respective held stations has apparatus for the communication of indications from the respective field stations to the control office as to the conditions of the signals and the conditions of occupancy of the OS track sections. The communication of such indications is fully disclosed in the above mentioned Judge et al. patent.

Track circuit and signal control (leonesa-Each oi the track sections other than the OS or detector track sections has a code following track relay TR, a repeater relay TP, which follows the coding of the rela-y TR with which it is associated, code receiving relays H, HP and D, and a code transmitter relay CP. Each of the track relays TR is preferably of a polar structure and has its armature biased to a particular position by means of such structure in order to cause the relay to be responsive to only a particular polarity of energization of the track circuit with which it is associated. Such polarization is generally desirable in order to improve the operating characteristics of the track circuit code communication system. Itis desirable in actual practice that track repeater relays TP be employed, although theoretically the relays TP could be eliminated and the circuits which they govern could be governed by similar contacts of the respective track relays TR. In this way, the track relays can be made more sensitive to track circuit conditions to make relatively long track circuits possible.

Each relay TP is a quick acting neutral relay adapted to follow the code received by the track relay TEL with which it is associated, while each of the I-I relays is slow-acting and adapted to be maintained picked up whenever a code is received at the end of the track section with which it is associated, such relay being energized through the medium of a transformer TF. Each of the relays D has a tuned circuit to provide that such relay D is picked up only upon the reception at that end of the track section of a particular track circuit code which in this embodiment of the present invention is a Code of 180 impulses per minute. Each of the code transmitter relays CP is a quick acting neutral relay adapted to follow the pulsing of a code oscillator or motor driven coder for the transmission of a driven code, or to be pulsed for the transmission of an inverse code where conditions provide for the transmission of an inverse code.

An impulse forming device, such as an oscillator having a magnetically rotated balance acting in opposition to a clock spring to provide an oscillating operation, is provided at each signal location for each code desired to be transmitted from such location. Therefore, each of the signal locations has an oscillator 185C for forming impulses at the rate of 180 impulses per minute, and each signal location has an ofcillator 15C for forming impulses at the rate of 'l5 impulses per minute, as these are the impulse rates employed in this embodiment of the present invention.

A signal control relay AG or BG is provided for governing each of the signals at the respective iield stations, and the eld station at the lefthand end of each of the passing siding has associatecl therewith a relay CS used in connection with the reversal in the direction of driven code transmission in the track section of the main track included between the ends of the passing siding.

At each of the intermediate signal locations directional stick relays S are provided for governing the transmission of codes for following trains as disclosed in my prior application, Ser. No. 413,021, dated September 30, 1941, such relays having associated therewith for their control series relays SR included in the track circuits.

Having considered the apparatus provided for this embodiment of the present invention together with the general function of the various devices, it is believed that further description of the present invention can best be set forth from the standpoint of operation under various typical traiiic conditions.

Operation General-It is believed expedient, before considering the details of the circuits employed in the system, to consider the general mode of operation under certain typical operating conditions and some of the reasons for providing such mode of operation with special reference to the diagrams of the operation shown in Figs. l, 2A to 2N.

With reference to Fig. l, the normal conditions of code transmission are illustrated, and it is to these conditions that the system is restored after passage of a train in either direction. It will be noted that a '75 driven code is normally transmitted in the respective end sections 4-1T and B-i iT toward the center of the stretch of track between the passing sidings A and B; while a driven code is transmitted through the intermediate track section B--ST from right to left together with an inverse code transmitted from left to right. As will be noted in this Fig. 1, the driven codes are represented in the diagrams by arrows with solid line shafts, but the inverse codes are represented by arrows with dotted line shafts. The driven codes may be of different distinctive code rates, such as I5 pulses per minute and 180 pulses per minute, and these different code rates are produced by suitable coders or code oscillators at the end of the track section where the driven code originates. These driven codes, illustrated by the arrows with solid line shafts; have been indicated in the diagrams as having particular rates under the conditions assumed for any one diagram by associating therewith the number 'l5 or 180 as the case may be. However, inasmuch as the inverse codes are produced as a result of their associated driven codes, and always take the rates of such driven codes, no rate designation has been associated with the arrows having dotted line shafts to indicate the presence of such inverse codes.

At the intermediate signal locations, the driven or inverse code transmitted away from any given intermediate signal location is dependent upon the reception of code at that signal location over the adjacent track section. For example, the 180 driven code in the track section 6-9T (see Fig.

f l) is dependent upon the reception of the 75 driven code over the track section 8-I IT. Similarly, the inverse code of track section 6-9T shown in Fig. l is dependent upon the reception of the '75 driven code in section 4-1T.

In brief, the driven codes in the various track sections are normally transmitted in a prevailing direction while no head-block signals are cleared and no trains are present. The prevailing direction for the end track sections, such as -IT and 8-l IT for the single track stretches,

is so selected that .the driven codes .in those sections are transmitted away from the head-block signal locations. Also, the cessation of code transmission from a particular head-block signal location, causes the .cessation of the code transmission for the same direction in the intermediate .track section, because the driven code in the intermediate track section G-ST is dependent upon the driven code in the end track section 8-I IT; and similarly, .the inversecode in the intermediate track section isdependent upon the driven code in the Aend track section 4-'IT. For example, if the signal 4A or the signal IIB were to be cleared, the 'l5 driven code in the track section 4-'IT would be stopped, which in turn would cause the cessation of the inverse code in the section 6-9T. This has been illustrated in the diagram of Fig. 2A, it being assumed for the purposes of this diagram that the .'75 driven code in the track section lI-1T is stopped due to the clear manual control for the signal 4B.

In Fig. 2A, it will ibe seen that the driven code for the track section 4--1T is now reversed but the driven codes for the track sections S-ST and S-I IT are in the proper direction for eiecting control of the head-block signals 4A and 4B. An inverse code is caused to vbe transmitted in the end track section 8-I IT `because of the cessation of the inverse code in the adjoining track section. The manual control for the signal 4B, indicated as 'being clear in Fig. 2A, is assumed to have been transmitted over the line wires of the centralized traffic controlling communication system eiecting 'a proper operation of electroresponsive means' at the eld station No. 3 for causing the clearing of the signal 4B for the passage of an eastbound train out of the siding A.

The normal direction of driven code transmission in the intermediate track section B--BT is from right to left as illustrated in Fig. l, and the transmission under normal conditions of an inverse code in that track section prevents the transmission of an inverse code in the end section 8--I IT. The absence of such code gives the field station No. 4 permission to cause a reversal in the direction of driven code transmission in the section 8-I IT if it is desired to clear a signal for governing the passage of a westbound train at suchv field station. In a similar manner the reception of the 180 driven code at the left-hand end of the track section 6--9T prevents the transmission of an inverse code in the track section 4'IT, and thus the eld station No. 3 is given permission to reverse the direction of driven code transmission in the track section lI-1T if it is desired to clear an eastbound signal at such eld station.

With reference to Fig. 2A in which it is assumed that an operator at the control cnice has caused the transmission of a signal control for clearing the signal 4B for passage of an eastbound train out of vthe siding A, it will be noted that the picking up of the relay IIRDP which is responsive to the control oiiice `for governing the clearing of signals to the right for that field station is the condition which is responsible for the reversal in the direction of driven code transmission in the end track section 4-1T. The removal of the '75 driven code normally transmitted from left to right in that track section causes the removal of the inverse code in the intermediate section 6-9T, and the removal .of that code in turn renders the transmission of an inverse code in the track section 8-I IT to be effective.

The reception at the right-hand endof the track section 8-I iT of such inverse code prevents a reversal in the direction of driven code transmission in the track section S-I IT in case an operator should inadvertently cause the communication of a control to field station No.4 for causing the clearing of a signal for Westbound traflic. Such arrangement therefore provides means for preventing the taking away of code in the track section il-I IT in advance of the eastbound train. This is true because the inverse4 code is maintained in such end track section 8-I IT until that track section becomes occupied by the eastbound train as illustrated in Fig. 2D.

It will be noted in Fig. 2B that the progress of an eastbound train through the track section 4- "IT allows the restoration of the '75 driven code normally-.transmitted from left to right in the track section, such code being restored because ci the dropping of the oice controlled relay 4RDP upon passage of the eastbound train through the track section fi-5T. Obviously, there is a code iight inthe track section li-TIT When such track section ybecomes unoccupiedin the rear of an eastbound train, and the .code transmitted from the left-hand end of the track section ,l5-IT is made superior so as to overrule the code applied in the rear of the eastbound train in a manner described in detail hereinafter. If adroute were set up, however, for a following train, the transmission of a 75 driven code from. right to left in the track section M ?T would'be eiected because the relay liRDP would then be picked up, and the picking up of such relay renders the transmission. of a 75 driven code in the `track section 4-TT from left to right to be ineiective (see diagram of Fig. 2N).

With reference to Fig. 2C, it will be noted that there is no code applied tothe track section 5- 9T to follow the eastbound train and there has has been no reversal in the direction of driven code transmission in such intermediate section, the normal direction of driven code transmission being from right to left. When such track section becomes unoccupied in the rear of a train, as illustrated in Fig. 2D, a 75 driven code is transmitted from right to leftin the track section 5- 9T in accordance with theoccupancy of the eastbound train of the track section 8 I IT, and an inverse code is restored for the track section 6 ST because of the reception cfa code at the righthand end of the track section-4-IT. Y

It will be noted according to Fig. 2B that a signal control has been communicated fromthe control office for the picking `up of the relay IDRDP for clearing the signal IIlA, and the picking up of thatrelay is effective to cause the transmission oi an inverse code in the track section iii-IST associated with the passing siding B. The transmission of such inverse code is for'the purpose of preventing the removal of the driven code transmitted from right'to left in the track section Ill-I3T if an operator inadvertently causes the transmission of a control from the control ofiice for the clearing of signal I3A which would attempt to reverse the direction of driven code transmission in the track section I Il--l3T.

Ipon passage ci the eastbound train out of the track section l-IIT, the normal conditions of code transmission are restored in-that track section as illustrated in Fig. 2E, and similarly upon passage of the train out of the track section I0- I3T the normal conditions of code transmission are restored for such track section. It will be noted that there is no code iight in either of these track sections because the direction of code transmission for the passage of the eastbound train has not been changed from that normally provided in those track sections.

Although a much similar mode of operation is eiective upon the passage of a westbound train, the conditions of track circuit code transmission for certain of the track sections are somewhat diierent from those effective for the passage of an eastbound train, and a brief consideration will now be given to those conditions as illustrated in Figs. 2G through 2M.

With reference to Fig. 2G a condition has been illustrated in which the relay IILDP has been picked up by a control communicated from the control oflice for the clearing of signal ISB for governing passage of the westbound train out of the siding B. The picking up of relay IILDP causes the removal of the '75 driven code normally transmitted from right to left in track section B-I IT, and the removal of such code causes the removal of the 180 driven code normally transmitted from right to left in the track section t 9T. In accordance with the removal of those codes, the opposite direction of driven code transmission is established in the track sections 6-9T and S-I IT so as to transmit in the direction of the siding B.

When the westbound train leaves the passing siding B, the relay IILDP is dropped away, and the dropping away of such relay causes the transmission of a 75 driven code from right to left in the track section -I IT in the rear of the train as a step toward the restoration of the normal conditions. When the track section S-I 4T becomes unoccupied in the rear of the westbound train, a code iight in the track section 8-I IT is solved in favor of the '75 driven code normally transmitted from right to left in such track section, and the restoration of such code causes the track circuit code transmitter for the track section I--ST to lbe active for the transmission of a driven code from right to left in that track section in the rear of the train as a step toward the restoration to normal conditions for such track section.

When the track section G-ST becomes unoccupied in the rear of the westbound train, a code iight is solved in such track section in favor or the code normally transmitted from right to left, but the presence of the westbound train in the track section 4-'IT prevents the transmission of an inverse code from left to right in the track section 6-9T. An inverse code is not transmitted from left to right in the track section 8-I IT due to the absence of inverse code in the track section 6-9T because the directional stick relay 9S for the signal 9 is maintained picked up until the inverse code for the intermediate track section 6-9T is transmitted. Thus by the absence of an inverse code in the track section 8--I IT permission is given for the reversal in the direction of driven code transmission in the end section 8--I IT if it is desired to'establish a route for a following westbound train.

With reference to Fig. 2L, when the end track section 4-1T becomes unoccupied in the rear of the westbound train, the reception of the 75 driven code at the right-hand end of such track section causes the restoration of the inverse code in the track section -T, and the reception of such code at the right-hand end of that track section allows the restoration vof the directional stick relay SS for the signal 9, and the reception of such code is effective to prevent the transmisfifi sion of an inverse code in the tracksection 8`I IT.

It will be noted in Fig. 2H that the picking up of the relay ELDP for the clearing of signal 5A is effective to stop the transmission of the driven code normally transmitted from right tol left in the track section 2-5T associated with the passing siding A, and thereby to cause the reversal in the direction of driven code transmission in such track section. As the westbound train proceeds through the track section 2--5T as illustrated in Fig, 2L, a 75 driven code is transmitted in the rear of the train in an attempt to restore the normal conditions of the system, and such code prevails as the result of a code iight when the track section 2-5T becomes unoccupied in the rear of the westbound train, thus completing the restoration to normal conditions of the conditions of track circuit code transmission as shown in Fig. 2M.

Having thus given brief consideration to the general mode of operation of the system upon passage of eastbound and westbound trains, a detail description will now be set forth as to the specio means employed for providing such mode of operation.

Normal conditions.-Under normal conditions a '75 driven code is transmitted from right to left in the track section II-lT because of the energization ci the code transmitter relay ACP (see Fig. 3A) for each impulse of the oscillator 'IEC by a circuit closed from (4.-), including contact '.lll of oscillator 75C, back contact 2I of relay 5AG, back contact 22 of relay RDP, and winding of relay 4CP, to

The closure of front contact 23 of relay 4C? for each impulse of the 75 code causes the energization of a track circuit for the track section 4--1T extending from the positive terminal of track battery 24 including front contact 23 of relay 4C?, upper rail of track section II-'IT (see Fig. 3B), back contact 25 of relay ICP, winding of relay TTR, and lower rail of track section A-IT to the negative terminal of track battery 24 (see Fig. 3A).

The pulsing cr' contact 213 of relay TTR (see Fig. 8B) at the right-hand end of track section lI-'IT upon the reception of the 75 driven code causes the relay 1T? to follow the code, and the pulsing of Contact 21 oi relay 'ITP causes the primary winding of the transformer 'ITF to be energized iirst with one polarity and then the other to induce an alternating voltage in the secondary windings of the transformer. The alternating voltage induced in the secondary winding 23 of transformer 'ITF provides for the energization by direct current of the relay 'IH through the medium of the rectiiying contact 29 of relay 'ITP in a manner well known to those familiar with the art. The relay 'IH is therefore energized upon the reception of either a or a 75 code at the right-hand end of the track section 4-'IT. The repeater relay 'IHP is normally energized by the closure oi iront contact 3l! of relay 1H. The energization of the relay 'IH conditions the signal 'l to indicate caution, but the energization of the yellow lamp of such signal can become effective only when the relay GHP for the opposing signal is deenergized.

To summarize the operation of this coded track circuit 4-lT which is typical of the operation of the other track circuits, it will be seen that the operation of the code transmitting relay 4CP is effective to apply code pulses to the track rails which operate only the track relay 'ITR at the opposite end of the track circuit; and similarly,

under conditions later explained, the operation of the code transmitting relay ICP at the opposite end of the track circuit is effective to apply code pulses to the track rails which will operate only the track relay dTR. In this way, code pulses are transmitted in ,each direction through the track circuit as required in accordance with the `operating conditions of the system which Willbe pointed out in connection with the description as it progresses.

For the end section B-HT at the right-hand end of the stretch of single track extending between the passing sidings A and B, a '75 driven code is transmitted from right to left in such track section because-of the energization for each impulse of the oscillator C (see Fig. 3D) at the right-hand end of such track section of a circuit extending from including contact 3l of oscillator 15C, back contact 32 of relay IiAG, back contact 33 of relay IILDP, and winding of relay HCP, to The pulsing of contact 34 of relay HCP is effective to cause the transmission of a driven code in the track section 8-I l T by the energization of a track circuit corresponding to that which has been described for the track section 4-1T, and the reception of such code at the lleft-hand end of that track section causes the relay 8I'P (see Fig. 3C) to pulse con- .tact 35 and thereby cause lthe relay 8H to be picked up through the medium of the decoding transformer 8TF in a manner corresponding to that which has been described for the energication of the relay 1H. The relay 13H11' is energized because of the closure of front contact 126 of relay 8H. i

The energization of the relay 8H with the relay 8D dropped away conditionsthe signal for a caution indication, but the yellow lamp of such Signal cannot be illuminated because of the energized condition of av relay SHP to open the circuit for such signal lamp at back contact 3T.

In accordance with the energized condition of the relays 8H and BHP, the relay QCP is normally active for the transmission of a 180 driven code from right to left in the track section t-S'I because of its energization for each impulse of the Aoscillator [BDC by a circuit extending from (-1-), including contact 38 of relay 8TH. in its right-hand position, contact 39 of oscillator IElC, front contact 4D of relay 8H, front contact M of relay 8I-IP, and winding of relay SCP, to The pulsing of contact 42 of relay BCP causes the energization of a track circuit for the track section 6-9T corresponding to the cir-cuit that has been described in detail for the track section i--l'Tv except .that the series relay QSR is included in series with the track battery. Such series relay is employed in the control of the directional stick relay 9S in a manner which will be hereinafter described.

The reception at the left-hand end of the track section B--S'I -of the 18D driven code causes the relay BTP (see Fig. 3B) to pulse contact c3 and thereby effect the energization of the relay 5H through the medium of the decoding transformer GTF. The closure of front contact 44 ci relay 6H causes the relay EHP to be energized. Inasmuch as a 180 code is received at the left-hand end of the track section 6-9T, suicient current ows in the tuned circuit for .the relay 6D includ-- ing the secondary Winding t5 of transformer GTF, condenser 46, transformer ETFI, and full-wave rectier 41. The energization of the relays 6H and 6D conditions the signal B to be clear, but

the green lamp of such signal is not illuminated because of its circuit `being open at back contact 48 of relay 1HP.

The relay CP is active for the transmission of an inversecode from left to right in the track section 6-9T under normal conditions because its circuit is closed and is inductively energized by the collapse of flux in the transformer 6TF2 each time the contact 49 of relay STR is opened at the end of a driven code impulse received at the left-hand end of track section --WR The circuit Vby which the relay SCP is picked up for the transmission of each impulse of an inverse code is closed from the left-hand terminal of the secondary winding 5G of transformer TFZ including front contact 5l of relay'lI-IP, front contact 52. of relay 6H, front contact 53 of relay iiHP, back Contact 54 of relay S, and Winding of relay GCP, to the .opposite terminalof the secondary winding 50 of transformer BTFZ.

The pulsing of contact 55 oi? relay GCP for the transmission of an inverse code in the track section B-ST causes impulses to be applied to its associated track circuit in a manner similar to that which has been4 already described for the track section 4-'1T. This track circuit for section 6-9T includes the series relay BSR which is used in the controler the stick relay 5S for reasons later explained. In brief, the cessation of each driven code pulse in the -track section t--SBT causes an inductive energization of relay @CP to apply an inverse code pulse to the track rails. Such inverse code pulse applied to the track circuit is only momentary and ceases before the next driven code pulse is applied at the opposite end of the track circuit. Thus, the relay 5C?? is k,oleenergizedin time to permit the track relay ,STR to receive the next driven code pulse. In this way, the pulses of an inverse code are transmitted between the pulses of a driven code without interfering therewith, and the inverse code is thus caused to have pulses at the seme rate driven code .which is causing it. The reception at the right-hand end of the track section ii-S'I of the inverse code causes the relay (BTP (see Fig. 3C) to follow the code, and by the pulsing of its contact 5 6 to cause the energization of relay I-I through the medium of the decoding transformer STF. The `closure of front contact 5'! of relay 9H causes the energization of relay QHP. The relay 9D is also .normally energized because of the code received by the energization of a tuned circuit `corresponding; to ,that which has been described for thegenergization 'of the relay GD. The energization of the relays lll-I and aD conditions the signal 9 to `be clear, but the green lamp of such signal is dark because of the opening of its circuit atiback contact ofrelay SHP.

It will be noted that the energization of the relay 9H at the right-hand end of track section E-ST prevents the transmission of an.l inverse code in the track section kB--l IT by the opening of the circuit for the relay 8CP at back contact 58. In a similar manner, the reception at the left-hand end of the track section 5--9'I of the `18D driven code in causing the energizaticn of the relay 5H (see Fig. 3B) prevents the relay 'ICP from transmittingk an inverse code from vright to left in the track section A--IT by the opening of back contact lill.

To consider the normal lconditions of code transmission in the track section associated With a passing siding, Fig. 3A will be considered as being placed to the right of Fig. 3D. The relay SCP is active for causing the transmission of a l5 driven code from yright to left in the track section included between the ends of the passing siding because of its energization for each irnpulse of the oscillator 15C (see Fig. 3A) for the right-hand end of the passing siding by a circuit extending from (-1-), including contact t! of oscillator l'5C, back contact 62 of relay 4AG, back contact 63 of relay ELDP, and winding of relay 5C?, to The pulsing of contact E!! of relay ECP causes the transmission of a 75 code from right to left in the track section by the energization of a track circuit corresponding to that which has been described for the track section l-TT.

The reception of the '75 code at the left-hand end of the track section causes the relay lllTP (see Fig. 3D) to follow the code and effect the energiaation of the relay IDH by pulsing contact t5. The relay IUHP is normally energized because of the closure of its circuit at front contact 65 or" relay IGH. The signal IBA must indicate stop under normal conditions because its olce controlled relay I GRD is deenergized, and the deenergized condition of the relay illRDP prevents the relay ICP from being active for the transmission of an inverse code in the track section l-IET because of the opening of front Contact 51 in the circuit for such relay.

Control of leaving signal for eastbound traffic.-To consider the control of a leaving signal, a tralic condition will be assumed such as that illustrated in Fig. 2A in which an eastbound train is occupying the siding A. For considering the conditions relative to the passage of such train, Figs. 3A through 3D will be assumed as being placed end to end respectively.

with reference to Fig. 3A, the communication of a control from the control oilice for causing the signal 4B to indicate caution for the passage of the eastbound train into the stretch of single track between the passing sidings A and B causes the energization of the relay 3WZ with a polarity to cause such relay to operate its polar contact to its left-hand position. After such relay has been conditioned upon the reception of a control cycle from the control oice, the relay lRD is picked up during such cycle, and a stick circuit is closed for such relay extending from including back contact 68 of relay 3R, front contact Se of relay 4-5TP, front contact lll of relay "iR-D, winding of relay 4RD, and back contact 'li ci relay 5LB, to Included in multiple with front contact 69 of relay 4-5TP in that circuit is back contact 12 of relay 1 -STR. Such combination of contacts in multiple provides what will be readily recognized as a means for causing release of the relay 4RD when the OS track section 4-5'1 becomes unoccupied in the rear of a train.

Upon the picking up of relay 4RD, a circuit is closed for the energization of the relay ARDP, extending from (-l-), including front contact it of relay GRD, back contact 14 of relay 4H, and wnding of relay 4RDP, to The picking up of such relay closes a stick circuit at front contact 'it to shunt back contact 14 of relay 4H out oi the circuit just described. It will be noted that the relay SRDP can be picked up only in the absence of the transmission of code from right to left in the track section 4-lT. It is this contact that prevents the removal of code transmitted from left to right in the track section l--lT when signals governing the passage oi a westbound train are dependent upon such code.

Under the assumed traic conditions, however,

asealise the picking up of the relay ARDP renders the relay 4CP inactive for the transmission of a driven code from left to right in the track section 1 -1T by the opening of back contact 22 and tlie cessation of such code causes the drop ping away of the relay 1H (see Fig. 3B) at the right-hand end of the track section. The dropping away of relay 1H opens the circuit for the relay 'FHP at front` contact 30, and the dropping away of relay 'IHP closes a circuit by which the relay 'l'CP becomes active for the transmission of a 18() driven code from right to left in the track section 4-1T. Such circuit extends from (-l-), including contact 'I'l of relay ITR in its riglit-hand position, contact 18 of oscillator 180C, front contact 19 of relay l-IP, back contact 80 ci relay 1HP, back contact 8l of relay 1S, and winding of relay TCP, to

The reception at the left-hand end oi the track section ll-'IT of the 180 driven code causes the pulsing of contact 82 of relay ATP' (see Fig. 3A) to be effective for energizing the relays 4H and L(il). when relay 4H has been picked up, a circuit is closed for the energization of the signal control relay ABG for the signal 4B extending from (-1-) including front contact 83 of relay il\--5TR, polar contact 84 of relay SWZ in its left-hand position, front contact 85 of relay ARDP', front contact 86 of relay 4H, and Winding of relay 4BG, to In accordance with the energization of the relay ABG, the red lamp of signal (1B is extinguished upon the opening of back contact 81, and the yellow lamp of such signal is illuminated upon the closure of front Contact 8l.

At the right-hand end of the track section .-'lT, the dropping away of the relay 'll-IP (see Fig. 3B) upon the removal oi the 75 driven code normally transmitted in the track section, causes the illumination of the green lamp for the intermediate signal 6 by the energizatio-n of an obvious circuit closed at back contact 48 of relay lHP with the relays GH and (il) picked up.

The dropping away or the relay lHP is also efiective to cause the removal of the inverse code normally transmitted from left to Yright in the intermediate track section 6-9T- The relay SCP becomes inactive for the transmission of such code because of the opening of its circuit at front contact El or relay Til-IP.

The removal oi the inverse code from the track section J2-WF causes the dropping away of the relays 9H (see Fig. 3C) and 9D at the right-hand end of the track section, and the dropping away of relay SH opens the circuit for relay SHP at iront contact 5l. The dropping away of relay @HP closes an obvious circuit for the yellow lamp of signal 8 at back contact 31. Upon the dropping away of the relay 9H, a circuit is closed at back contact 59 by which the relay SCP becomes active for the transmission of an inverse code from left to right in the track section 8-|IT. The relay BCP is momentarily energized at the end of each driven code impulse for the transmission of an inverse code impulse because of the closure of a circuit extending from'toe left-hand terminal of the secondary winding 88 of transformer STF2 including back Contact 85 of relay 9S, back contact 59 of relay 9H, front Contact 90 of relay 8H, front Contact 9| of relay BHP, back Contact 92 of relay 8S, and winding of relay 3GP, to Thus, at the end of each driven code impulse, the relay CP is momentarily energized to apply an inverse code pulse. The rate of these inverse code pulses must therefore be at the same rate as the driven code causing them.

The reception at the right-hand end of the track section 8| IT of the inverse code causes the'picking up of the relay I IH, and the picking up of such relay opens the circuit for the relay IILDP at back contact 93'so that the communication of a control from the control oice to cause the picking up of the relay I ILD for the clearing of a signal for westbound traic could not interrupt the circuit for the relay I ICP at back contact 33. y

When the eastbound train accepts the signal 4B and enters the OS track section 4--5T (see Fig. 3A), the dropping away of the relay ll--STR opens the circuit which has been described for the relay 4BG at front contact 83, and the release of relay 4BG causes the extinguishing of the yellow lamp of signal 4B and the illumination of the red lamp upon the shifting of contact 81.

The dropping away of the relay 4--5TR shifts contact 04 and thereby causes an interruption in the circuit for a change relay located at the field station which acts to initiate a cycle of operation of the code type communication system for the transmission of an indication to the control oflice of the occupancy of such OS track section. The indication transmitted to the control office is selected in accordance with the closure of back contact 95 of relay 4-5TR.

The relay 4RD remains energized, however, while a train is passing through the OS track .section because its stick circuit is maintained closed by the closurel of the backcontact 12 of relay 4-5TR prior to the opening of front contact 69 of the relatively slow-acting track repeater relay 4-5TP. When the OS track section becomes unoccupied in the rear of the train, however, the picking up of the relay 1 -STR prior to the picking up of the relay 4-5TP interrupts the stick circuit for the relay 4RD so as to cause such relay to be dropped away. The dropping away of the relay 4RD opens the circuit for the repeater ref lay 4RDP at front contact 'I3 to cause such relay to be dropped away.

The closure of back contact '22 of relay 4RDP in the circuit for relay ICP renders such relay active for the transmission of a. '75 code by the energization of a circuit which has been described when considering the normal' conditions ofthe system, but the track section 4-1T is occupied by the eastbound train under such condition as illustrated in Fig. 2B, so the 75 driven code thus transmitted effectively follows the train through the track section.

Control of entering signal for eastbound traffic-Under the traliic condition illustrated in Fig. 2B it is assumed that an operator .has caused the transmission of a control to eiect the picking up of the relay IDRDP with the polar contacts of Y the relay 4WZ operated to their left-hand position in correspondence with thenormal position of the track switch 4W. Such control is for the clearing of the signal IOA for passage of an eastbound train on the main track. It isbelieved to be'readily recognized that the relay IDRD (see Fig. 3D) is picked up, and maintained energized by a stick circuit in a manner corresponding to i that which has been described in detail in `coni.

nection with the energization of the relay 4RD.

Upon the picking up of the relay IURD, a circuit is closed to cause the picking-up of the relay |0RDP extending from (-1-), including front vconing of relay IURDP, to (.-l The 'picking-up of A that relay closes a stick circuit at front contact 99 to shunt contacts 91 and 98 out ofthe circuit just described.

The picking up of the relay IURDP renders the relay |0CP active for the transmission of an inverse code from left to right in the track section I0-I3T because of the energization at the end of each driven code impulse of a circuit extending from the left-hand terminal of secondary winding |00 of transformer IOTF2 including front contact 61 of relay |0RDP, polar contact |0I of relay 4WZ in its left-hand position, back contact |02 of relay IOCS, and winding oi relay |0CP, to the right-hand terminal of secondary winding |00.

The reception at the right-hand end of the track section of the inverse code causes the picking up of the relay 5H (Fig. 3A placed to the right of Fig. 3D) and the picking up of such relay opens `the circuit for the relay ELDP atback contact |03 to prevent an interruption in the transmission of the driven code from right to left in the.

track section if an operator should cause the transmission of a code for the illumination of the take-siding signal 5B. If the operator should inadvertently cause the transmission of a control for the clearing of signal 5A, the relay 5LDP would not be picked up and thus the transmission of the driven code by the relay 5CP would not be interrupted.

In accordance with the picking up of the relay IORDP (see Fig. 3D) and the reception of a driven code at the left-hand end of the track section included within the ends of the passing siding, a circuit is closed to cause the picking up of the relay |0AG extending from (-i-), including front contact |04 of relay IB-IHTR, polar contact |05 of relay AWZ in its left-hand position, normally closed contact |06 of the switch circuit controller of the spring switch mechanism `of track switch 4W, front contact |01 of relay |0RDP, front contact |08 of relay IIIH, and winding of relay IOAG, to The shifting of contact |09 o-f relay |0AG1causes the extinguishing of the red lamp of signal IOA and the illumination of the yellow lamp of such signal in accordance with the closure of back contact IIO of relay IOD.

As was the case when considering the passage of an eastbound train past the leaving signal 4B, the signal IOA is restored to stop upon the dropping away vof the OS track relay lili ITR because of the opening .of' the circuit for relay |0AG at front contact |04, but the relays IiiRD and IORDP are maintained picked up until the OS track section I0--IIT has become unoccupied in the rear ofthe train so as to cause a momentary interruption in the stick circuit for the relay |0RD dependent upon the picking up -oi the relay |0| ITR prior to the picking up oi the repeater relay I0-||TP.

The picking up of the relay |0AG for the signal |0A changes the driven code transmitted from right to left in the track section 8||T from a l'15 to a 180 code upon the shifting oi contact 32. At the left-hand end of the track section 8--I IT, the change to a 180 code causes the picking up of the relay 8D (see Fig. 3C), and the shifting oi contact III of relay 0D opens the circuit for the yellow lamp of signal 8 and closes the circuit for the green lamp of such signal.

:Progress-or vam. eastbound tram-To consider progress ci?l an eastbound train through the stretchofisingle` track between the passing sidings A and B, it will be assumed that euch a train occupies the track section l-`iT as illustrated in Fig. 2B, the OS track section fa-T having become unoccupied in the rear ci the train. The progress of the train to this point has been described when considering the conditions aecting the control of the signal 4B,

When the eastbound train accepts the signal 6 and enters the track section B-9T, the dropping away of relay GH prior to the dropping away of the relatively slowacting repeater relay GHP closes a circuit by which the relay SCP is momentarily picked up to provide energization for the series relay GSR and thereby effect the picking up of the stick relay EES. The relay SCP is picked up under such conditions by the energization of a circuit extending from (+L including back Contact 52 of relay 8H, front contact 53 of relay GHP, back contact 5d of relay ES, and winding of relay ECP, to closure oi iront Contact 55 of relay l6G13 with the track section 'l-9T shunted by a train causes the picking up of the series relay BSR by the energization oi an obvious circuit, and the picking up of such relay closes a circuit by which the relay ES can be picked up. It is to be understood that the characteristics oi' each of the series relays is such that it is picked up only upon the increased flow of current in its respective track circuit when such track circuit shunted by a train. The circuit for relay S extends from (JV), including back contact #lil oi relay 6H, front Contact H2 of relay 6H?, back conta-ct H3 of relay ll-IP, front contact lill oi' relay ESR, and Winding of relay iBS, to The opening of back contact 54 oi relay dS in the circuit for relay BCP terminates the impulse, and ie relay GS is maintained picked up .by an obvious stick circuit closed at back contact 44 of relay 6H. The relay CP becomes active for the transmission of a '75 driven code from right to left in the track section l-'IT upon the picking up of relay BS because of the energization for each impulse of the oscillator C at .such intermediate location oi a circuit extending from including Contact 'il ot' .relay 1TH, in right-hand position, contact H5 of oscillator "50, front contact H6 of relay SS, back contact i9 or relay GHP, back Contact Si! of relay "3HE, back contact til of relay 1S, and winding .of re lay iCP, to It will be noted that such circuit includes back contact 3i) of relay THP, and therefore when there is a code fight in the. track section /i-lT when such track section becomes unoccupied in the rear of `the eastbound train, the relay 'ECP is rendered inactive as soon as the code transmitted from the left-hand end oi' the track section is effective to cause the picking up of the relay 'IHF'.

rhis happens because the two code transmitter relays dCP and 'ICP at opposite ends of the track section 11W-'ET obviously will not stay in exact synchronism for any substantial period of time, due to the fact that thetwo diferent code oscillators producing the respective l5 codes are not identical in their operation because of variations in manufacture. If desired, these two oscillators may be arbitrarily set to be slightly different such as for a 74 code and a 'Z6 code respectively so as to produce the non-synchronized condition more quickly, it being understood that such slight variations from the exact 'i5 code rate is not sufcient to have any ladverse effect on the decoding apparatus receiving the driven codes which they produce.v With. the code -trans- The lil

mitters liCP and 'ICP operating slightly out of synchronism and gradually hunting to such a relation in their operation that they may be directly opposite from each other, sunicient energy is transmitted to operate the track relay TTR which in turn is repeated by the relay l'IP a suilicient number of times to pick up the relay l'I-I which in turn will be repated by the relay 7H?. The picking up of the relay lill? will open the control circuit for the relay 'FCP at back contact 80 so that there is then no code opposing the transmission of the '75 driven code by the relay 4CP. It is noted that the control circuit for the relay dCP does not include a back contact ol' a relay I-I or HP so that such code transmitter is superior to the code transmitter 'ECP at the opposite end of the track circuit. In this way, a code fight in the rear of a train having just passed through the end track section l-'IT in an eastbound direction is settled in the favor of the normal prevailing code transmission.

The conditions of code transmission in the end section 4-1T are therefore restored to normal in the rear of an eastbound train, and by such restoration conditions are established whereby a route can be established for a following train if a signal control is transmitted from the control oiice for allowing signal 4A or signal 4B to indicate proceed. From the description as it has been set forth, the condition which allows the removal of the '75 code transmitted from right to left in the track section 4-1T is dependent upon the closure of back contact 14 of relay 4H (see Fig. 3A) in the pick-up circuit for the relay ARDP. The relay 4RDP can be picked up therefore in accordance with the establishment of a route for a following train as illustrated in Fig. 2N at a time when the relay 4H is deenergized, either because of the presence of an east bound train in the track section 4-'IT, or in accordance with the conditions illustrated in Fig. 2C Where the eastbound train has advanced to a position to allow the track section 4-1T to become unoccupied in the rear of the train. In accordance with the picking up of the relay RDP, the relay 4CP is rendered inactive for the transmission of the code from left to right in the track section 4-1T by the opening of back contact 22, and the cessation of the transmission of code from left to right in the track section -'IT establishes conditions which have been described whereby the code transmitter for the right-hand end of the track section is rendered active. With reference to Fig. 3B, the relay ICP would become active under the conditions illustrated in Fig. 2N in accordance with the energized condition of relay BS for the transmission of a 75 driven code to provide for the caution indication of signal 4A. The relay lCP would be active for the transmission of such code by the energization of a circuit extending from (+L including contact 11 of relay TTR in its righthand position, contact H5 of oscillator 15C, front contact H6 of relay GS, back contact le of relay GHP, back Contact of relay 'il-ll?, back contact 8| of relay 1S, and winding of relay lCP, to

It will be noted with reference to Fig. 2C that there is no driven code following the train in track section S-ST, as the normal conditions of code transmission in that intermediate section l is from right to left. When the train accepts the clear signal 8 and enters the track section 8-l IT, the stick relay 8S (see Fig. 3C) is picked up through the medium ofthe relays 8CP and BSR in a manner corresponding to that which has been described in detail for the energization of the relay GS associated with the signal 6. 'I'he dropping away of relay SHP opens a circuit at front contact 4I by which the relay SCP has been active for the transmission of a 180 driven code, and the closure of back contact 4I of relay SHP with the relay 8S energized closes a circuit'by which the relay SCP becomes active for the transmission of a 75 driven code, such circuit corresponding to the circuit previously described for the transmission of a 75 driven code under similar conditions by the relay ICP.

The reception at the left-hand end of the track section 6-9T of the 75 driven code when such track section becomes unoccupied in the rear of the eastbound train, causes the picking up of the relays 6H and BHP (see Fig. 3B), and the opening of back contact 44 of the relay 6H causes the release of the stick relay SS. Such conditioning of the relays 6H, SHP and GS restores a circuit for the relay SCP which has been described when considering the normal conditions of the system by which such relay transmits an inverse code from left to right in the track section E`9T as illustrated in Fig. 2D.

Under the traffic conditions illustrated in Fig. 2C, it is assumed that an operator at the control olce causes the transmission of a control for the clearing of the leaving signal I2A at the right-hand end of the passing siding B. This signal will be readily recognized as correspending to signal 4A of Fig. 3A whichr has its control circuits shown in detail. The mode of operation of the system with respect to the clearing of such signal and the restoration of such signal to stop in the rear of a train corresponds to that which has been described in detail for the signal 4B, except that a control is communicated from the control oilice for the relay WZ corresponding to the relay 3WZ for the actuation of its polar contacts to their normal righthand positions so asto select the clearing of the leaving signal for the main track rather than the leaving signal for the siding. The picking up of the AG relay for governing such signal shifts the driven code transmitted in the track section included between the ends of the passing siding from a 75 code to a 180code in a manner corresponding to that illustrated in Fig. 3A in which the picking up of the relay BAG shifts the code transmitted by the relay 5CP at contact 62. The reception at the left-hand end of the track section of the 180 code causes the picking up of the relay IDD (see Fig. 3D), and the picking up of such relay causes the extinguishing of the yellow lamp and the illumination of the green lamp of signal IDA upon the shifting of contact I I.

When the end track section 8-I IT becomes unoccupied in the rear of the eastbound train,'

the relay IICP is active for the transmission of a 75 driven code by the energization of a circuit which has been described when considering the normal conditions of the system. The reception at the left-hand end of the track section 8-I IT of the 75 code causes the picking up of the relays 8H and SHP (see Fig. 3C) and the picking up of relay 8H causes the dropping away of the stick relay 8S, .thus completing therestoration to normal conditions'of the portion of the system associated vwith the stretch of singletrack extending between the-passing sidings A and V1B.

there, is nol driven code following the. eastbound train in the track section I 0-I3T because the normal direction of driven code transmission in such track is from right to left, and under the traic conditions illustrated in Fig. 2F where the track section Ill- IST has become unoccupied in the rear of the train, the normal conditions are restored in which a driven code is transmitted from right to left in such track section. The transmission of such code is effected by the energization of a circuit corresponding to the circuit which has been described when considering the normal conditions of the system for the relay SCP.

Westbound tratte-It will be noted upon comparing Figs. 2G through 2M with Figs. 2A through 2F respectively that a very similar mode of operation of the system' is effective for westbound traflic as has been specifically described for eastbound trafc. Rather than describing specically all of the conditions of the rsystem upon the passage of a westbound train, specic reference will be made more particularly to conditions which do not correspond with the mode of operation which has been described for the passage of eastbound trains.

With reference to Fig. 2G, it is assumed that an operator causes the communication from the control oflice of a control for causing the caution indication of signal IIB for passage of the west!- bound train off of the passing siding B. The reception of such control causes the picking up of the relays IILD and IILDP (see Fig. 3D), and the picking up of relay IILDP causes a reversal in the direction of driven code transmission in the end section 8-I IT in a manner correspond'- ing to that which has been described in connection with the reversal of the direction lof code transmission in the track section 3-1T under the conditions illustrated in Fig. 2A.

A different condition exists for the interme# diate track section 69T, however, in. that a reversal in the direction of driven code transmis sion in such track section is necessary for westbound traffic.

(see Fig. 3C) ineiective'for the transmission of a driven code from right to left in the track sec-l tion 6-9T by the 'opening of the'circuit by which such relay is normally active at front contact 4I of relay BHP with the relay 8S deenergized.

The dropping away of relays 6H and GHP (see Fig. 3B) at the left-hand end of the track secfor the transmission of a driven code.

oscillator i800 at that signal location by a circuit extending from including polar contact 49 of relay ETR in its left-hand position, lcontact II1 of oscillator i850, front contact H8 of relay 'IHR back Contact 53 oiv relay ySHP, backA contact 54 of relay BS, and winding of relay GCP, to

causes the relays 9H, SHP and 9D (seeFig. 3C) to be picked up, and thus causes the illumination of the green lamp of signal 9 in accordance with the closure of the signal control circuit at back contact 58 of relay BHP.

It will be noted that the removal of the code4 normally transmitted from right to lleft in the track section G-BT causes the relay 'ICP (see Fig. 3B) lto become active for the transmissionof an inverse code inthe track section ll--lT in4 a manner similar to that. y.described with refer.-

Thus, the cessation of the drivenv code normally transmitted from right to left in the track section 8,I IT renders the relay SCP:

The reception at the right-*hand end of the track section ifi-9T of the 180' code ence to Fig. 2A where the removal of the inverse code normally transmitted through the track section 6-9T causes the transmission of an inverse code in the end section B--i iT to prevent the removal of a driven code employed in the established route.

When the detector track section Iii- HT becomes unoccupied in the rear of the westbound train, the relay Il LDP is dropped away as illustrated in Fig. 2H, and a 75 driven code is transmitted in the rear of the train preparatory to restoration to normal conditions for that track section. When such track section becomes unoccupied in the rear of the train, as illustrated in Fig. 2J, a code ght is settled in favor of the driven code normally transmitted from right to left in the track section 8-I IT, and the normal conditions of code transmission in such track section are thus restored. In a similar manner, the code transmitter relay 9CP becomes active upon the picking up of the relays BH and BHP as a step toward restoration to normal conditions for the intermediate track section, and a code iight is settled when the track section becomes unoccupied in the rear of the train in favor of the transmission of the 180 driven code from right to left in the track section 6-9T, the picking up of the relay GHP being effective to render the code transmitter relay GCP inactive.

The condition with respect to the transmission of codes through the track section associated with a passing siding is somewhat diiierent from that which has been described for eastbound tra-fric in that reversal in the direction of code transmission in such track section is also necessary. Such reversal becomes effective upon the energization of the relay LDP as illustrated in Fig. 2H. The picking up of relay SLDP responsive to the communication of a control from the control oce for the clearing of signal 5A causes the relay SCP to become inactive for the transmission of a code from right to left in the track section 2-5T` by the opening of back contact 63 of relay SLDP if the signal 5A has been selected to be cleared by the energization of the relay 3WZ so as to operate its polar contact to a right-hand position. The inclusion of contact I I9 of relay 3WZ in multiple with back contact B3 of relay SLDP in the circuit for relay 5CP is to provide that the transmission of code from right to left in the track sectiofr 2-5T will not be disturbed when a take-siding indication is to be displayed by signal 5B for the passage of a train into the passing siding A.

To consider the effect of the removal of the driven code from the track section Z-T, Fig. 3D will be considered as being placed to the left of Fig. 3A in that the control apparatus oi such figure corresponds to that which would be provided at the left-hand end of the passing siding A. Considering the drawings in this relationship, the removal of the code normally trancmitted from right to left in the track section included between the ends of the passing siding causes the dropping away of the relays lI-l and MHP, and a circuit is closed upon the dropping away of the relay IliH for the picking up of the relay lCS. Such circuit extends from including back contact 66 of relay Hill, front contact |23 cf relay IBI-32P, front contact I2I of relay I-I ITP, and winding of relay IGCS, to The picking up of such relay closes an obvious stick circuit at back contact |22 of relay ITR in its left-hand position to shunt contacts i, 20 and ZI out oi the circuit just described.

In accordance with the picking up or the relay IilCS, the relay I UCP becomes active for the transmission of a '75 code if the relay IIAG for the signal IIA is dropped away. Such circuit extends from (-1-), including contact i23 ci relay IllTR in its left-hand position, contact |213 of oscillator 15C, back contact I 25 of relay I IAG, iront Contact IGZ of relay IIiCS, and winding of relay ICP, to

The reception at the right-hand end of the track section of the driven code causes the picking up of the relays 5H and 5D. The energization of the relay 5H under such conditions closes a circuit for the relay SAG extending from (-I-), including front contact 83 of relay ll-TR, contact 8d of relay SWZ in its righthand position, normally closed contact I2S of the switch circuit controller of the spring switch mechanism for track switch 3W, front Contact im of relay SLDP, front contact I28 of relay 5H, and winding of relay SAG, to The closure of front contact I29 of relay SAG with the relay 5D dropped away causes the energization of the yellow lamp of signal 5A in an obvious manner.

lt will be noted with reference to the circuit which has been described for relay IGCP, that such relay is eiective to transmit whenever the code sending relay IQCS is picked up, and it will be noted that the relay IllCS is maintained picked up until a code is received at the lefthand end of the track section to open its circuit at contact 22 of relay ITR in its lefthand position. By this arrangement it is provided that an attempt of the operator to clear a signal for eastbound trafc at the left-hand end of the passing siding is ineiective for changing the condition of code transmission in the track section included between the ends 0f the passing siding.

In Figs. 2J and 2K, it has been assumed that an operator has caused the transmission of a con'trol for the clearing of the leaving signal 3A, and thus has caused a change in the code transmitted through the track section 2-5T for the control of signal :lA from a '75 to a 180 code.

When the westbound train enters track section S--il'li as illustrated in Fig. 2J, the stick relay QS is picked up in accordance with the momentary energization of the relay QCP to provide an impulse in the track section S-QT for the energization of the series relay SSR, the energization of such series relay being required for the picking up of the relay 9S. The relay QCP is picked up to provide that impulse in accordance with the energization of a circuit extending from (-1-), including back contact |32 of relay 9H, front contact I 33 of relay BHP, back contact Idil of relay 8S, back contact 4I of relay SHP, and winding of relay SCP, to

With reference to Fig. 2K, although the 180 driven code normally transmitted from right to left in the track section Ii--QT has been restored, the inverse code for such track section cannot be restored until a code is received at the rightrelay 9S is maintained picked up by back con- 

